RMweb Premium Popular Post The White Rabbit Posted August 20, 2014 RMweb Premium Popular Post Share Posted August 20, 2014 An introduction: Many of you will have heard of this project. Several members of the forum have encouraged me to talk about it on here, so as there’s the interest and I have some time spare today, I thought I would… As I’m summarising 112 years and setting the scene for readers who are not so familiar with the story of the autocar, this first post is a bit lengthy. If anyone is interested to want to know more, I have a thread about the progress to date on the LNER Forum at http://www.lner.info/forums/viewtopic.php?f=2&t=2659 and at first http://www.lner.info/forums/viewtopic.php?f=2&t=2201&hilit=autocar The LNER Encyclopedia’s entry for the autocars is at http://www.lner.info/locos/IC/ner_petrolelectric.shtml The story really began at the start of last century. It was a world dominated by steam power, on land and sea. Only birds and balloons ventured into the sky, though in America, two brothers were amusing people with their ideas about powered flight. The contemporary doctrine was that railways were operated using steam engines. During the 19th century, various inventors and free-thinkers had tinkered with the concept of railcars (usually steam-powered) but had not got beyond the stage of fairground novelties. This changed in 1902, with Dugald Drummond of the LSWR. He built a bogie vehicle with a small, vertically boilered steam engine at one end and a passenger saloon taking up the rest of the space. It was loaned to the GWR in 1903 for trials and the GWR were impressed enough to build their own steam railcars. To summarise a long story, these were very successful and led to the widespread introduction of railcars in Britain in the early years of the twentieth century. In the north east of England, electric trams had just been introduced to Tyneside and were causing a transport revolution. Previously trams were horse drawn, which limited their speed and capacity. People flocked to these new, cheap, comfortable and speedy trams and the number of journeys made increased manyfold. The NER saw their passenger numbers for local services collapse and built what became the Tyne and Wear Metro in response. (The full story of the Metro is at http://www.lner.info/locos/Electric/ner_tyneside.shtml ). This introduction of electric trams also led to engineers thinking about other uses for electric motors. Electric motors have a high mechanical efficiency and are capable of delivering power quickly, useful for quick acceleration. The NER was one of the more forward thinking railway companies and receptive to fresh ideas and technology. The public’s liking for the new trams and the way these services had generated new business had concentrated minds at the NER and they investigated alternative methods of providing urban rail transport. A ‘Eureka’ moment occurred with the idea that if an electrically powered vehicle could take it’s own generator with it, there would be no need to spend time and trouble laying third rails or overhead cable. Therefore, if a petrol engine could run a generator, this would power electric traction motors and the vehicle could travel anywhere on the rail network without needing any special infrastructure. Two experimental railcars were therefore built at York between 1902 and 1903, with the stock for the Metro. The railcars were numbered 3170 and 3171. They were 53.5 feet long and weighed around 35 tons. As you can see from the photos, they had clerestory roofs, bow ends, large windows and matchboard sides. They were similar in appearance to trams and shared some of the technology. There were four compartments inside, the engine room with the principal driving position, a vestibule, the passenger saloon and a driving compartment. There was no guard’s compartment. The passenger saloon had 52 seats. These were reversible and upholstered in standard NER pattern. With curtains at the windows, radiators between the seats and electric lighting, the passenger accommodation was described as ‘cosy’ and was popular with the travelling public. They were officially called ‘autocars’ after the steam push/pull autotrain services already operated by the NER. Sometimes they were described as ‘self-propelled carriages’. The autocars had a petrol engine and a generator in their engine rooms, producing electricity for two Westinghouse 55HP traction motors which were mounted on the bogie underneath. Various petrol engines were used during the autocars’ service. The first was a Napier 85HP vertical motor which was deemed unsatisfactory during the initial trials and replaced by a Wolseley 80HP 4cylinder horizontal model. In 1923, no. 3170 was given a third engine, a 225HP 6cylinder ex-WD engine believed to come from a First World War tank. This new engine gave 3170 more torque and enough power to haul an autocoach as a trailer, though it seems not to have affected the maximum speed. The fuel tank for the petrol engine was originally a 30 gallon type but this was replaced with a larger 70 gallon tank before the railcars entered service. The latter held enough fuel to operate a full day’s services. With the second, Wolseley, engines, the autocars’ top speed was a modest 36mph, though acceleration to this took only 30 seconds, with similarly rapid braking. The autocars had three brakes, the traditional screw handbrake, Westinghouse airbrakes and an electro-magnetic track brake. This last was similar to that used by contemporary trams. When the brake was applied, a magnet would clamp onto the surface of the rail, creating friction and causing a brake shoe to be applied to the wheel. The cumulative effect was to stop the autocar in a very short distance. These NER railcars were the first in the world to use this form of propulsion. The principle of using internal combustion engines to power electric traction motors would later be developed into the diesel electric technology used to power many of BR’s ‘diesel’ locos. They could be described as the 'grandfathers' of modern passenger trains. Both autocars suffered from teething troubles during testing, especially with their engines and this delayed their entry into service until August 1904. The original intention had been to use them both to provide a frequent (10 minute) service between Hartlepool and West Hartlepool stations, with a journey time of around five minutes. As things turned out, they were used for local services around Tyneside and Scarborough. In 1908 both autocars were partially rebuilt to create a luggage area in place of the original vestibule. Two pairs of seats were removed to create the space for this, reducing capacity to 48 seats. They were then transferred south to Selby to work the Selby – Cawood branch and spent most of the rest of their working lives there. No. 3170 did work elsewhere though. After its third engine (WD surplus from a WW1 tank) was installed in 1923, it was based at Starbeck shed near Harrogate, operating local services between York, Wetherby, Pateley Bridge and Ripon. Officially it was returned to Selby after the completion of the summer timetable, however, there is evidence to suggest that it did operate services elsewhere during the 1920s. It may have been used as a ‘relief’ or supplemental service on some LNER lines. The autocars took only ten minutes to enter service and in that respect, were ideal for dealing with unexpected surges of traffic. The autocars were not as successful as the Tyneside electrics, probably due to them suffering technical problems and being pioneers of alternative traction in a world dominated by steam. They do seem to have been popular with the travelling public and generated additional traffic, which sometimes caused problems with overcrowding. Ironically, in order to deal with the increased traffic, the NER usually replaced them with steam push/pull autotrains. The autocars were also regarded as being underpowered, despite their rapid acceleration. Possibly this was due to their low top speed. 3170’s more powerful third engine would have helped to redress any lack of power and the autocar’s new ability to haul an autocoach would have more than doubled its capacity. This DMS + DTS combination would also have been one of the first multiple units. The LNER was not uninterested in the concept, and Armstrong diesel-electric railcars were tested in the 1930s, but by then Sentinel steam railcars had been introduced. Although these were not as reliable or popular, they had more seats and fitted better into the contemporary infrastructure. The autocars’ somewhat varied service history suggests the NER and LNER were not quite sure what use to make of them. Preservation No. 3171 left service on the 31st May 1930 and was scrapped. No. 3170 was withdrawn on the 4th April 1931 but was transported to Kirkbymoorside near Pickering, where the body became a holiday home. The maintenance it received allowed it to survive for the next 70 years until a chance conversation brought it to the attention of Stephen Middleton. Stephen is the restorer of several vintage carriages and owner of Stately Trains, based on the Embsay and Bolton Abbey Steam Railway. With the help of several friends, he rescued 3170’s body and moved it into storage to await restoration. A charitable trust was formed and took possession of 3170. There was a lot of thinking and planning before we could go forward and for several years there was little visible progress. Membership was grown and various grants were applied for. We have been successful enough to win four of these, a big one from the Heritage Lottery Fund, one from PRISM and two from the Ken Hoole Trust. The latter three would have been enough to restore the autocar to an unpowered coach but the HLF grant meant we could replace the mechanical bits and pieces necessary for the autocar to move under it’s own power. The restoration is based on the Embsay and Bolton Abbey Steam Railway in Yorkshire, with some work carried out at Loughborough and elsewhere. No. 3170 will also receive its fourth engine. A suitable heritage engine could not be found, so the Trust decided to use a newly built unit from Cummins of around 225HP. This will be both more efficient and more easily maintained. The autocar will be rebuilt in its post 1908 configuration, with the larger vestibule. We are also restoring NER autocoach no. 3453, which the NER coach group at the NYMR generously donated to the Trust. When fitted with the appropriate control equipment, this will allow the Trust to operate a truly unique 110 year old two car DEMU. Together with the GWS's railmotor and trailer, these Edwardian multiple units will be rail transport's 'missing links' between steam engines and BR's DMUs of the 1950s. There’s been a lot of work, for a quick overview, I’ll let these pictures tell the story. Currently, the autocar has gone as far as it can with restoration of the body, we're waiting for the chassis and mechanical bits to come back from Loughborough so we can lift the body onto the chassis, then continue work on it. The chassis (etc.) is at Loughborough and waiting to go into the GC shed to have the powerunit, brakes and controls fitted. Once this has been done, time for testing! If this autumn you see a strange looking chassis zooming about, being driven by some bloke in a leather coat, goggles and gauntlets, it's the autocar chassis. (Please send me a picture!) When everything's OK, it comes back to Embsay, we down tools on the trailer autocoach and switch to the autocar. Meanwhile, we have been cracking on with the autocoach and there's a real chance it will actually be finished before the autocar. Not quite how we planned it, but, best laid plans and all that... Models HO and N Gauge scratchbuilt models were constructed in the early 1960s by Peter Middleton, Stephen’s father. The N Gauge model featured in Railway Modeller back in the September 1964 issue, together with some of his other models of steam engines. A 7mm model was also scratchbuilt some years ago by Robin Taylor, a member of the Keighley MRC. This usually runs on one of the club layouts during the club’s Open Days and sometimes at other exhibitions. There’s a 7mm scale kit of the autocar, a nickel silver kit in 7mm scale produced by NER Days (previously known as Medley Models). Following a conversation with Allan Doherty, Worsley Works now produces a 4mm etched brass scratch-aid kit of the autocar (and if you ask nicely, he can run off 2mm and 3mm versions). How you can help: We currently have over 110 members in this country and abroad. Membership is open to all, both armchair supporters and those wishing to take an active role in the project. We need motivated volunteers who know what they are doing, preferably with their own tools, to work on practical restoration tasks to ensure we’re finished on time and to a reasonable standard. We also have ‘vacancies’ for various ‘back-room’ tasks, such as fund-raising and research. Financial donations are always welcome. Unfortunately, because of certain engineering issues which we did not know about when we were forming our original budget (like the condition of our chassis and the amount of work required on it) we are likely to run over by around 10% or £50,000. We have therefore re-opened our fund-raising. The Trust has been registered on E-Bay as a charity – if you sell items, you may donate a percentage of the sale price to the Trust – we are known as “NER 1903 Electric Autocar Trust” - http://www.ebay.co.uk/egw/ebay-for-charity/charity-profile/?NP_ID=68471 . We are also registered on Sponsume.com, a crowdfunding web-site - https://www.sponsume.com/project/1903-electric-autocar-trust – and there are various incentives/rewards on offer. We also have a selection of autocar branded goods for sale, from fridge magnets & travelling mirrors to sweatshirts & fleeces and these can be purchased by writing in or e-mailing us - http://www.electricautocar.co.uk/contact-us.html *** Well, if you’re still with me, thanks for reading through all of that. It feels like a long story but we have been fortunate in being able to make progress relatively quickly. We owe a lot to several key people and to the Heritage Lottery Fund for making this project possible. When these two vehicles are running on heritage lines in a year or two's time, enthusiasts and interested passengers alike will owe them a big debt of thanks. I’ll try and keep this thread updated with news. If you'd like a quiet word ‘off-thread’, do feel free to PM me or contact us via our web-site. 28 Link to post Share on other sites More sharing options...
sir douglas Posted August 21, 2014 Share Posted August 21, 2014 (edited) ive been following it on the website from the start, some fantastic work, well done. Edited August 21, 2014 by sir douglas Link to post Share on other sites More sharing options...
RMweb Gold Joseph_Pestell Posted August 21, 2014 RMweb Gold Share Posted August 21, 2014 What a great project! Too many of the preservation railways have just become focused on "Joe Public" riding behind steam locos (usually in poorly-maintained Mark 1 carriages). I know that has to be done to pay the bills but this project is what railway preservation should really be about. I hope the NER autotrailer gets some time with a push-pull steam locomotive as well. Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted August 21, 2014 Author RMweb Premium Share Posted August 21, 2014 What a great project! Too many of the preservation railways have just become focused on "Joe Public" riding behind steam locos (usually in poorly-maintained Mark 1 carriages). I know that has to be done to pay the bills but this project is what railway preservation should really be about. I hope the NER autotrailer gets some time with a push-pull steam locomotive as well. The trailer/autocoach is to be dual braked. I'm not sure that the controls in the coach will be compatible with a push-pull fitted steam engine, but at the very least, it should be able to work as an ordinary loco hauled carriage. There'll be the opportunity for some photo charters, perhaps with the G5? Both the autocar and autocoach are likely to visit other lines. I believe only one formal request for a visit/loan has so far been received, but I suspect the NYMR, Wensleydale, Beamish, Kirby Stephen East, Middleton and the Great Central are all places you are likely to see us. Several people (including GWS members) have mentioned the possibility of holding a railcar gala and/or putting the autocar alongside the GWR Railmotor. I think it's probably when rather than if. But I anticipate - let's get it finished first! 2 Link to post Share on other sites More sharing options...
Castle Posted August 21, 2014 Share Posted August 21, 2014 Several people (including GWS members) have mentioned the possibility of holding a railcar gala and/or putting the autocar alongside the GWR Railmotor. I think it's probably when rather than if. But I anticipate - let's get it finished first! Hi White Rabbit, It's always either the first or last question you get asked isn't it? When is it finished or when can we have it for a ride / gala / photo charter / main line run (delete as applicable)!?! At least you don't have to worry about a boiler certificate with this one... On a serious note though, it's a great restoration project you have there and I look forward to seeing it run. I hope we do get to see them both at 81E one day in the not too distant future lined up with Nos. 93 & 92. It will be a few days of auto working from the old school! Please keep posting updates. All the best, Castle Link to post Share on other sites More sharing options...
RMweb Gold Joseph_Pestell Posted August 22, 2014 RMweb Gold Share Posted August 22, 2014 The trailer/autocoach is to be dual braked. I'm not sure that the controls in the coach will be compatible with a push-pull fitted steam engine, but at the very least, it should be able to work as an ordinary loco hauled carriage. There'll be the opportunity for some photo charters, perhaps with the G5? Both the autocar and autocoach are likely to visit other lines. I believe only one formal request for a visit/loan has so far been received, but I suspect the NYMR, Wensleydale, Beamish, Kirby Stephen East, Middleton and the Great Central are all places you are likely to see us. Several people (including GWS members) have mentioned the possibility of holding a railcar gala and/or putting the autocar alongside the GWR Railmotor. I think it's probably when rather than if. But I anticipate - let's get it finished first! Excellent news that they will be seen in various appropriate locations in the North and North East. G5 plus the autocoach is a "must", so typical of NER branches. Link to post Share on other sites More sharing options...
MarkC Posted August 24, 2014 Share Posted August 24, 2014 This is another truly magnificent job of restoration. My congratulations to all involved. The Scarborough operations are of great interest to me; I seem to recall that the Forge Valley line to Pickering saw the railcars; do we know if they also ran on occasion to Whitby along the coast line from Scarborough? Link to post Share on other sites More sharing options...
Boris Posted August 24, 2014 Share Posted August 24, 2014 Nice to see something happening with that trailer car, it sat at Levisham festering for long enough, 1 Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted August 25, 2014 Author RMweb Premium Share Posted August 25, 2014 This is another truly magnificent job of restoration. My congratulations to all involved. The Scarborough operations are of great interest to me; I seem to recall that the Forge Valley line to Pickering saw the railcars; do we know if they also ran on occasion to Whitby along the coast line from Scarborough? Thanks. If anyone would like to give us a hand, you'll be welcome. We do have someone who commutes from the NE about once every three weeks, it's a long journey for him but we appreciate the help. It is a small team, so one or two extra people could make a big difference. Robin Lidster is the author of a book recently published by Amberley about the Forge Valley Line and kindly sent us a copy of an old postcard showing the autocar on a FV service, to add to our [small] collection of contemporary photos. As far as we know, the autocars ran on the FV line, westwards towards Malton and southwards to Filey. We have not yet found evidence of them running north on the coast line, though I don't know if that's an absence of evidence or evidence of absence... I know the LNER used the line as a testing ground for Sentinels and other railcars, but I don't know whether that was established practice in the early 1900s (in which case it's quite possible) or something that was introduced later, after the autocars moved to Selby. (If anyone would like to take on the role of researcher, we may be able to fill in some of the gaps in our knowledge). This is a 'photofit' of your suspicions... Thanks to Robin Taylor for scratchbuilding the [7mm scale] model of the autocar and posing it on the Keighley Club's 'Runswick Bay' layout for me. 4 Link to post Share on other sites More sharing options...
MarkC Posted August 25, 2014 Share Posted August 25, 2014 Hi White Rabbit. Thanks for replying. Yes, the coast line to Whitby was well known for test run purposes, but as yet I've not come across any confirmation that the railcars were tested over it either . Will keep looking though. That model is gorgeous; I do like the Runswick Bay layout Best, Mark Link to post Share on other sites More sharing options...
Boris Posted August 26, 2014 Share Posted August 26, 2014 I've not seen evidence of testing, but there are photos of them in service on that line pre WW2, they also appear to have run a Goathland-Whitby shuttle as well as a Whitby-Beck Hole shuttle. Either Martin Bairstows book or Benhams book spring to mind but don't quote me on that. 1 Link to post Share on other sites More sharing options...
MarkC Posted August 26, 2014 Share Posted August 26, 2014 Thanks, Boris. Looks like another model to add to the 'to do' list then Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted August 26, 2014 Author RMweb Premium Share Posted August 26, 2014 I've not seen evidence of testing, but there are photos of them in service on that line pre WW2, they also appear to have run a Goathland-Whitby shuttle as well as a Whitby-Beck Hole shuttle. Either Martin Bairstows book or Benhams book spring to mind but don't quote me on that. Looking at Martin Bairstow's Railways round Whitby Volume 1, page 16 has a picture of an autocar on the Beck Hole shuttle - but it's a steam autocar (an autotrain) - the NER used the term for more than our type of vehicle. I didn't buy a copy of Mr B's OPC History but will see if I can look at one later this week. Thanks, Boris. Looks like another model to add to the 'to do' list then The autocars spent four years based at Scarborough and we know they spent a lot of time on Scarborough - Filey services and worked out to Ganton on a regular basis. Even if it turns out that the petrol-electrics did not run on the pre-preservation NYMR and/or the coast line, there should be very few eyebrows raised if you showed them doing so in model form. It's much less of a stretch of the imagination than some modellers ask of us. If anyone quibbles, tell them Mr. Phillips is navigating/driving and he confused his left with his right... Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted February 17, 2015 Author RMweb Premium Share Posted February 17, 2015 (I did have a look at Philip Benham's book, but didn't see a photo). The autocar chassis is now in the shed at Loughborough, having various bits attached. There was a bit of a delay because of the work the GCR has done for Brush on the rebuild of the class 73s. But over January, February & March, we hope the chassis will be turned into a working locomotive, albeit one with no sides or roof... There will be static testing and then some running out on the GCR. The following pictures are courtesy Peter van Houten, one of our engineering team: The engine housing is very prominent at the moment but of course this DEMU is like the GWS's railmotor, with the powerunit above the chassis rather than below. These two courtesy of Alan Chandler, another of our volunteers. At Embsay, work on the autocoach is going well and we're hopeful it'll be operational after Easter. There will be some bits to finish off after but the plan (fingers crossed) is to have the autocar back at Embsay soon after Easter and we'll need to work on that. So bits like floor lino and lining the paintwork could have to wait a little while while we get the autocar operational. I can't say whether or not the coach will run in service this summer but it is something we are looking at. We're now on Facebook - I'm not a member myself but it's part of many people's lives these days so one of our number who is, produced a page for us. https://www.facebook.com/nerelectricautocar We are due at York show (which is one of my favourites) with the publicity stand at Easter. If you're interested, do drop by and say hello and catch up on the latest news. There's a newsletter due, as soon as I finish here, I'll be putting it together. I hope it'll be arriving in inboxes next week and landing on doormats early March. As well as news and reports, there's a piece on the autocars' 'cousins' and photos of a 7mm model. In fact it's likely to be a struggle to fit it all in! 8 Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted March 30, 2015 Author RMweb Premium Share Posted March 30, 2015 Just a quick update: The engineering progresses, the team down at Loughborough are fitting the brake gear and the bits and pieces that turn a chassis into a working vehicle. The traction motors are now linked to the engine housing and our engineers are linking the engine housing to the control desk locations (there will be three driving positions in the twinset, two in the autocar and one at the guards/driving end of the autocoach). The next job is the air brake valves and pipework and the fitting of the control desks. The autocoach is coming on nicely, with one headstock replaced and the work on doors, locks and droplights continuing but with the end in sight. Unfortunately the angles and the light in the shed are not conducive to good photography, but hopefully these give you an idea: The seating has made a big difference to the appearance of the coach. On the downside, we now have to be much more careful with our painting! The hard copy newsletters should have arrived about a week/10 days ago. And just to remind you, we have a stand at York this Easter, up on the second mezzanine. Do feel free to stop by and say hello, catch up on the latest news and photos, maybe join up? 9 Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted April 20, 2015 Author RMweb Premium Share Posted April 20, 2015 Just a quick photo post today: Thanks to Wendy Anderson for the photo, taken during a 'reshuffle shunt' in the shed. Thanks also to all those who came and talked to us at York, it's good to see the level of interest and support. 16 Link to post Share on other sites More sharing options...
MarkC Posted April 20, 2015 Share Posted April 20, 2015 Oh wow - that is looking very nice indeed. Thanks for posting the pic, Mr Rabbit - and thanks to Wendy Anderson for taking it Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted April 20, 2015 Author RMweb Premium Share Posted April 20, 2015 Thanks Mark. Yes, it's really coming together. The running boards have been primed and are ready to go on. The 'other' old headstock - at the left end as viewed in the photo - has been removed and its replacement has been drilled for at least some of the holes needed for it to fit. Plenty of measuring and double checking! Work in progress... (taken by me this time). Cheers, Simon / WR. 8 Link to post Share on other sites More sharing options...
MarkC Posted April 20, 2015 Share Posted April 20, 2015 Great stuff, Simon. Thanks again. Will be great to see it all together. Then, of course, wouldn't it be nice to see the G5 paired with it, but with the G5 turned out as a Class 'O' in full NER lined green... *starts saving the pennies...* Mark 3 Link to post Share on other sites More sharing options...
Boris Posted April 20, 2015 Share Posted April 20, 2015 You've got to admit that this is one hell of a project, and being done to a very high standard too. Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted August 31, 2015 Author RMweb Premium Share Posted August 31, 2015 Time for an update... The autocoach is looking rather good, with very little left to finish off. It's been lifted and the bogies and brakes worked on. There are a few loose ends to finish off but the end really is in sight, as Alan Chandler's photo below shows: The engineering is also proceeding apace but unfortunately some illness amongst key personnel has delayed things somewhat. Let's just say the chassis now has lots more parts attached and in working order than it did four months ago. There's two photos from Peter van Houten below, showing some of these, courtesy of the GCR's pit at Loughborough. (This might also be a good chance to say thankyou to all those GCR members who have helped with the project, whether it's making drivers' seat cushions or simply applying some muscle power when we need a few extra pairs of hands to lift something heavy... ). The next newsletter is scheduled for early October and there'll be a full report in there, with the latest news. We'll also be at the Leeds exhibition 31st October/1st November with all the latest news and photos, if you visit, come along and say hello. 11 Link to post Share on other sites More sharing options...
DLPG Posted September 5, 2015 Share Posted September 5, 2015 Great progress, looking forward to the completed project. Fantastic project Link to post Share on other sites More sharing options...
Nearholmer Posted September 5, 2015 Share Posted September 5, 2015 Fascinating stuff, which I've been following from afar for a good while. Techie question: Is much known about the original control arrangements? I'd really love to understand how the engine-generator-motor combination was operated, was their field control on the generator, for instance? Superb project! Kevin Link to post Share on other sites More sharing options...
62613 Posted September 5, 2015 Share Posted September 5, 2015 Article by RAS Henessey in 'Backtrack' this month. Link to post Share on other sites More sharing options...
RMweb Premium The White Rabbit Posted September 7, 2015 Author RMweb Premium Share Posted September 7, 2015 Yes, he has also kindly written a couple of pieces for our newsletter. Re Kevin's question about control - one of the problems we have is as this vehicle is older than many others, finding original material is as challenging as sourcing the proverbial hen's teeth. There's an awful lot we just don't know. On the plus side, it does mean many articles are out of copyright! This is an old article from when the autocar was first introduced: 1 Link to post Share on other sites More sharing options...
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